Non-pneumatic tread, wheel and vehicle with spiral inlay

Abstract

The present application discloses a non-pneumatic tread, wheel and vehicle with a spiral inlay, and relates to the technical field of vehicles. The non-pneumatic tread with a spiral inlay comprises the spiral inlay and a buffer body, wherein the spiral inlay is embedded in the buffer body; the spiral inlay is a spiral structure formed by spirally winding a rod body with a cross section of an adaptive shape, and the buffer body is coated on the outer peripheral side of the spiral inlay, or / and between the spiral inlays, and the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is a spirally arranged support surface, and the support surface is at least partially an arc surface, and the portion of the cross-sectional shape of the spiral inlay on the outer peripheral side of the non-pneumatic tread is a straight line segment parallel to the rotation axis. The present application can improve the support effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a non-pneumatic tread, a wheel and a vehicle with a spiral inlay. Background Art

[0002] As an indispensable part of modern transportation, non-pneumatic tires are favored by consumers for their unique setting and practicality. Compared with traditional pneumatic tires, non-pneumatic tires do not need to be inflated frequently, which greatly reduces the inconvenience and safety hazards during use. In addition, due to their special materials and structures, they can maintain stable performance even when punctured by sharp objects such as nails, effectively avoiding traffic accidents caused by tire deflation.

[0003] The setting of non-pneumatic tires is not perfect. In order to ensure the strength and toughness of the non-pneumatic tread, some rigid materials, such as steel wire, are usually embedded in existing non-pneumatic tires. Many layers of steel wire are set in the non-pneumatic tread to ensure the strength of the non-pneumatic tread. These inlays are like the "skeleton" of the non-pneumatic tread, providing it with solid support, so that the non-pneumatic tread can still maintain a stable shape when under heavy pressure. Through the embedding of multiple layers of steel wire, the load-bearing capacity of non-pneumatic tires has been significantly improved, allowing it to adapt to various complex road environments and load requirements.

[0004] However, since the inlay is made of multiple layers of steel wires, the winding is complicated, it is not easy to position, the processing is inconvenient, and the overall cost is high. In addition, when damaged by sharp objects, multiple steel wires will break at the same time, which will have a serious impact on the strength and load-bearing capacity of the entire tire. Summary of the invention

[0005] The embodiments of the present application provide a non-pneumatic tread, a wheel and a vehicle with a spiral inlay, which can improve the supporting effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread.

[0006] In a first aspect, an embodiment of the present application provides a non-pneumatic tread with a spiral inlay, the non-pneumatic tread comprising a spiral inlay and a buffer body, wherein the spiral inlay is embedded in the buffer body;

[0007] The spiral inlay is a spiral structure formed by spirally winding a rod body with a cross section of an adaptive shape. The buffer body is coated on the outer peripheral side of the spiral inlay, or / and between the spiral inlays. The side of the spiral inlay close to the outer peripheral side of the non-inflated tread is a spirally arranged support surface, and at least part of the support surface is an arc surface. The cross-sectional shape of the spiral inlay is located on the outer peripheral side of the non-inflated tread. It is a straight line segment parallel to the axis of rotation. This can have a better bearing capacity and can better match the road surface. The outer section of the above-mentioned support surface can be parallel to the moving road surface. The above-mentioned parallelism is relative parallelism, and the error can be within 3°.

[0008] In addition, the straight line segment design on the outer peripheral side of the non-inflated tread in the cross-sectional shape of the spiral inlay can make the force between the inlay and the buffer body in the tire more uniform, ensure that the internal stress of the tire is not too concentrated, and improve the service life.

[0009] The above structure can improve the supporting effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread.

[0010] Specifically, the spiral inlay is embedded in the buffer body to form a unique combination structure. The spiral inlay is a spiral structure formed by spirally winding a rod with a cross-section of an adaptive shape. This structure allows the inlay to form a solid support in the buffer body.

[0011] The function of the buffer is to cover and protect the spiral inlay to ensure that it will not be easily damaged during use. The material of the buffer usually has a certain degree of elasticity and flexibility, which can absorb and disperse external impact forces, thereby protecting the inlay from damage. In addition, the buffer can also provide a certain buffering effect, making the non-pneumatic tread more stable and comfortable when contacting the road.

[0012] In the present application, the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better with the road surface when in contact, improving the grip and stability of the non-pneumatic tread. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above spiral inlay can have higher impact resistance.

[0013] In some examples, the cross-sectional shape of the spiral inlay is one of a rectangle, a trapezoid, a hexagon, an octagon and an irregular shape, or a combination of at least two shapes; wherein the irregular shape is a shape with straight edges, polygons or even arcs near the outer peripheral side of the non-inflated tread.

[0014] This diverse cross-sectional shape design not only enhances the structural strength of the spiral inlay, but also optimizes its fit with other parts of the non-pneumatic tread. For example, rectangular and trapezoidal cross-sections can provide better fitting effects, increase the contact area between the spiral inlay and the non-pneumatic tread material, and thus improve the overall connection stability. Hexagonal and octagonal cross-sections can reduce the use of materials while ensuring strength, achieving the purpose of lightweight design. As for the special-shaped cross-section, its unique shape design enables the spiral inlay to better adapt to the curve changes of the non-pneumatic tread, especially on the outer peripheral side of the non-pneumatic tread. The shape transition from straight edges and angles to arcs is smoother, which helps to reduce noise and vibration during driving and improve driving comfort.

[0015] In addition, the selectivity of this cross-sectional shape also provides more possibilities for customized design of tires. According to different usage scenarios and requirements, the most suitable cross-sectional shape or combination can be selected to achieve the best performance. For example, in situations where higher wear resistance and stability are required, a rectangular or trapezoidal cross-section can be selected; in situations where lightweight and energy-saving are pursued, a hexagonal or octagonal cross-section is more suitable.

[0016] In some examples, in the direction from the inner circumference of the non-pneumatic tread toward the outer circumference, the spiral inlay is provided with at least one layer, and when the spiral inlay has two or more layers, two adjacent layers of the spiral inlay are arranged at intervals.

[0017] This multi-layer spiral inlay design not only further enhances the structural strength of the non-pneumatic tread, but also improves the overall durability of the tire. Each layer of spiral inlay bears a part of the support performance. For example, the spiral inlay close to the inner circumference is mainly responsible for supporting and dispersing the pressure on the tire, while the spiral inlay close to the outer circumference is more involved in the contact and friction with the road surface, improving grip and driving stability. The spacing between two adjacent layers of spiral inlays not only ensures the independence of their respective functions, but also avoids mutual interference, so that the performance of the entire tire can be optimized. At the same time, this multi-layer design also provides more possibilities for tire customization. According to different usage scenarios and needs, the number of layers, materials, cross-sectional shapes and other parameters of the spiral inlay can be adjusted to achieve the best driving effect.

[0018] In some examples, the non-pneumatic tread includes a tread crown and two tread shoulders, the tread crown is a portion of the non-pneumatic tread that can contact the road surface, and the two tread shoulders are respectively located on both sides of the tread crown;

[0019] The portion of the spiral inlay adapted to the tire crown is a flat plate, and the portion of the spiral inlay close to or embedded in the tire shoulder is a flat plate or an arc plate;

[0020] Alternatively, the spiral inlay is a curved plate as a whole, and the curved plate in some areas has different curvatures.

[0021] This non-pneumatic tread design further improves the tire's adaptability and performance. The crown is the main part of the tire that is in direct contact with the road. Its shape and flatness have a direct impact on the tire's driving performance and wear. By designing the part where the spiral inlay fits the crown as a flat plate, the spiral inlay can be stably supported in the crown area, reducing wear caused by uneven roads or tire deformation. At the same time, the flat plate design also makes it easier to install and fix the spiral inlay in the crown area, improving production efficiency.

[0022] As the two sides of the tire, the shoulder will also be subject to certain pressure and wear during driving. The part of the spiral inlay close to or embedded in the shoulder is set as a flat plate or a curved plate, which can be optimized according to the specific shape and stress of the shoulder. The flat plate design can provide stable support, while the curved plate design can better adapt to the curved surface shape of the shoulder, reducing wear and performance degradation caused by shape mismatch.

[0023] In addition, the spiral inlay can be designed as a curved plate as a whole, and the curvature of different areas can be adjusted as needed, which can further improve the adaptability and performance of the tire. This design can make the spiral inlay better fit the overall shape of the tire, reducing stress concentration and wear caused by shape mismatch. At the same time, the curvature of different areas can also be adjusted according to the use scenario and needs of the tire to achieve the best driving effect and durability.

[0024] The arc-shaped plate in the above structure can have higher strength and deformation resistance, further improving the stability of the tire.

[0025] In some examples, the spiral inlay is spirally wound at least three times; and a support structure is disposed between portions of the spiral inlay with different numbers of turns.

[0026] The above structure can further ensure the supporting effect of the spiral inlay on the non-pneumatic tread, and the supporting structure can ensure the connection stability between the spiral inlay and the buffer body, and ensure the overall strength of the non-pneumatic tread. Through this design, the durability and safety of the tire can be effectively improved, so that it can maintain good performance under various complex road conditions.

[0027] In some examples, at least one corner of the spiral inlay is provided with a chamfer or a rounded corner.

[0028] In the above structure, at least one corner position of the spiral inlay is designed to have a chamfered or rounded corner. This design is to better deal with the problem of stress concentration. The spiral inlay is part of the internal structure of the non-pneumatic tread. Through this unique structural design, the phenomenon of stress concentration can be effectively reduced. In this way, the overall service life of the non-pneumatic tread can be significantly improved. By setting chamfered or rounded corners at these corner positions, the force distribution of the non-pneumatic tread can be further optimized, thereby extending its service life. This design not only improves the durability of the non-pneumatic tread, but also ensures its stability and reliability under various road conditions.

[0029] In some examples, a plurality of reinforcing members are disposed on the circumference of the spiral inlay, and the reinforcing members are simultaneously connected to different positions of the spiral inlay, and each position corresponds to a number of turns of the spiral winding.

[0030] These spiral inlays have specially designed and placed reinforcements on all sides. The function of these reinforcements is to significantly enhance the overall structural strength and stability of the inlay. These reinforcements are cleverly connected to different parts of the spiral inlay, ensuring that the inlay can maintain its shape and function when subjected to pressure or impact. Each reinforcement corresponds to a specific number of turns of the spiral on the inlay, ensuring a perfect fit between the reinforcement and the spiral structure. This design not only improves the mechanical properties of the inlay, but also ensures its reliability and durability in practical applications.

[0031] In some examples, the reinforcement members are arranged in an annular array on the outer peripheral side of the spiral inlay;

[0032] Alternatively, the reinforcements are arranged in an annular array on the inner circumference of the spiral inlay;

[0033] Alternatively, the reinforcement members are arranged in a circular array on the circumference of the spiral inlay, and the reinforcement members wrap around the connecting portion of the spiral inlay;

[0034] Alternatively, the reinforcing members are arranged in a circular array on the circumference of the spiral inlay, and the reinforcing members are flexible structures and are interlaced and wound around the connecting parts of the spiral inlay.

[0035] In some embodiments, reinforcements may be arranged on the outer circumference of the spiral inlay to provide additional support and stability. This arrangement helps to enhance the overall structural strength of the inlay and ensure that it will not be easily deformed or damaged when subjected to external forces.

[0036] In addition, the reinforcements can also be arranged in a circular array on the inner circumference of the spiral inlay. With this arrangement, the reinforcements can be evenly distributed on the inner side of the inlay, thereby providing balanced support in all directions and further improving the load-bearing capacity of the inlay.

[0037] In addition, the reinforcements can be arranged in a circular array around the spiral inlay and specifically wrap the connecting portion of the inlay. This design can not only enhance the structural strength of the inlay, but also protect the connecting portion from external impact and wear, thereby extending the service life of the inlay.

[0038] Furthermore, the reinforcements can be arranged in a circular array around the spiral inlay, and in particular, a flexible structure can be used. These flexible reinforcements can be interlaced and wound around the connecting part of the inlay to form a flexible protective layer. This design can not only provide the necessary support and protection, but also absorb and buffer the external impact force to a certain extent, thereby further improving the stability and durability of the inlay.

[0039] In some examples, the reinforcement member is a rigid structure, and the reinforcement member is connected to the spiral inlay by at least one of bonding, welding, clamping, and hoop connection;

[0040] Alternatively, the reinforcement is a flexible structure, and the reinforcement is connected to the spiral inlay by at least one of winding, hoop connection, and clamping.

[0041] The reinforcement is designed as a component with a rigid structure. The rigid reinforcement is fixed to the spiral inlay by at least one connection method, including but not limited to bonding, welding, clamping and hoop connection. In this way, the rigid reinforcement can effectively enhance the stability and load-bearing capacity of the overall structure.

[0042] In addition, in some cases, the reinforcement may be designed with a flexible structure. The connection between the flexible reinforcement and the spiral inlay includes at least one or more of winding, hoop connection and clamping. Through these connection methods, the flexible reinforcement can provide additional flexibility and adaptability, so that it can better disperse stress and reduce local damage when subjected to external force.

[0043] In some examples, the non-pneumatic tread further includes at least one wear-resistant layer located outside the spiral inlay.

[0044] The above-mentioned non-pneumatic tread not only includes a basic structure, but is also additionally equipped with at least one wear-resistant layer. This wear-resistant layer is designed to be located at the outer portion of the spiral inlay. Through this design, the wear resistance of the entire non-pneumatic tread can be significantly improved, thereby extending its service life and improving its performance under various road conditions.

[0045] In some examples, at least one anti-stripping layer is provided between the buffer body and the spiral inlay to enhance the connection stability between the buffer body and the spiral inlay.

[0046] In order to further improve the stability and reliability of the overall structure, one or more anti-stripping layers are specially set between the buffer body and the spiral inlay. The function of these anti-stripping layers is to significantly enhance the connection stability between the buffer body and the spiral inlay, ensuring that they will not accidentally detach or loosen under various working conditions and external stresses. Through this design, equipment failure or performance degradation caused by loose connections can be effectively prevented, thereby improving the operating efficiency and service life of the entire system.

[0047] In some examples, at least two layers of spiral inlays are embedded in the buffer body, and a rubber layer is filled between two adjacent layers of spiral inlays.

[0048] This multi-layer embedded design not only enhances the structural strength of the non-pneumatic tread, but also improves its grip and stability on complex road conditions. The filling of the rubber layer plays a good role in shock absorption and buffering, further improving driving comfort and safety. Through these designs, the wheels can better adapt to various road conditions and provide drivers with a more stable and safe driving experience.

[0049] After the interior of the above-mentioned buffer body is designed to accommodate at least two layers of spiral inlays, these inlays can be arranged in an orderly manner, so that a gap to be filled is formed between two adjacent layers of spiral inlays, and these gaps are filled with additional rubber layers. The specific process can be achieved by combining multiple materials by means of two-color injection molding or other composite processes. Such a design not only enhances the overall structural strength of the non-pneumatic tread, but also further improves the buffering performance and service life of the tire through the elastic characteristics of the rubber layer.

[0050] The above design not only increases the structural strength of the non-pneumatic tread, but also improves the shock absorption and cushioning performance of the entire non-pneumatic tread through the filling of the rubber layer. The rubber layer has good elasticity and shock absorption ability, which can effectively absorb and disperse the impact and vibration transmitted from the road surface, thereby improving driving comfort and safety.

[0051] The rubber layer between two adjacent spiral inlays forms tiny elastic units that work together to enable the non-pneumatic tread to maintain stable performance and appearance under various complex road conditions.

[0052] In some examples, the hardness of the rubber layer is greater than the hardness of the buffer body.

[0053] This design of hardness difference helps to further improve the performance of the tire. The harder rubber layer can provide better support and stability, while the relatively softer buffer body can better absorb and disperse the impact force. The two work together to ensure that the tire can maintain stable handling and provide a comfortable riding experience during driving. In addition, the hardness of the rubber layer is greater than that of the buffer body, which can effectively prevent the non-inflated tread from excessive deformation after long-term use, thereby extending the service life of the tire.

[0054] The rubber layer is designed to be harder than the buffer to optimize the performance of non-pneumatic treads. This difference in hardness ensures that while the buffer absorbs impact, the rubber layer can provide adequate support and stability, thereby extending the service life of the tire and improving its performance in various road conditions.

[0055] In a second aspect, an embodiment of the present application provides a wheel, comprising the above-mentioned non-pneumatic tread with spiral inlays and a shell, wherein the non-pneumatic tread with spiral inlays is arranged in the shell.

[0056] The wheel with the above-mentioned non-pneumatic tread can improve the supporting effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread. Specifically, the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better when in contact with the road surface, improving the grip and stability of the non-pneumatic tread. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above-mentioned spiral inlay can have higher impact resistance.

[0057] In a third aspect, an embodiment of the present application provides a vehicle, comprising the above-mentioned wheel and a vehicle body, wherein the wheel is mounted on the vehicle body.

[0058] A vehicle with the above-mentioned wheel can improve the supporting effect of the non-pneumatic tread, improve the durability and strength of the non-pneumatic tread, and ensure the service life of the non-pneumatic tread. Specifically, the side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better when in contact with the road surface, improving the grip and stability of the non-pneumatic tread. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above-mentioned spiral inlay can have higher impact resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0060] Figure 1 This is a schematic diagram of the structure of a spiral inlay in a non-pneumatic tread in an embodiment of the present application;

[0061] Figure 2 This is a schematic cross-sectional structure diagram of a spiral inlay in a non-pneumatic tread in an embodiment of the present application;

[0062] Figure 3 This is a schematic diagram of a structure in which a reinforcing member is provided in a spiral inlay in a non-pneumatic tread in an embodiment of the present application, and the reinforcing member is provided on the outer peripheral side;

[0063] Figure 4 This is a schematic structural diagram of a spiral inlay in a non-pneumatic tread in an embodiment of the present application in which a reinforcement member is arranged in the inner circumference;

[0064] Figure 5 It is a structural schematic diagram of a spiral inlay in a non-pneumatic tread in an embodiment of the present application in which a reinforcement member is provided and the reinforcement member and the spiral inlay are combined with each other;

[0065] Figure 6 It is a structural schematic diagram of a spiral inlay in a non-pneumatic tread in an embodiment of the present application, in which a reinforcement member is arranged on the inner circumference and a chamfer is provided on the reinforcement member;

[0066] Figure 7 This is a schematic diagram of the cross-sectional structure when the spiral inlay in the non-pneumatic tread is provided with three layers and the cross section is rectangular in one embodiment of the present application;

[0067] Figure 8 This is a schematic diagram of the cross-sectional structure when the spiral inlay in the non-pneumatic tread is provided with three layers and the cross section is a trapezoidal shape in one embodiment of the present application;

[0068] Fig. 9 This is a schematic diagram of the cross-sectional structure when the spiral inlay in the non-pneumatic tread is provided with three layers and the cross section is a hexagonal shape in one embodiment of the present application;

[0069] Fig.10 This is a schematic diagram of the cross-sectional structure when the spiral inlay in the non-pneumatic tread is provided with three layers and the cross section is an octagonal shape in one embodiment of the present application;

[0070] Fig.11 This is a schematic diagram of the cross-sectional structure when the spiral inlay in the non-pneumatic tread is provided with three layers and the cross section is irregular in one embodiment of the present application;

[0071] Fig.12 This is a schematic cross-sectional structure diagram of a spiral inlay in a non-pneumatic tread with curved plates on both sides in one embodiment of the present application;

[0072] Fig.13 This is a schematic cross-sectional structure diagram of a non-pneumatic tread inner spiral inlay in one embodiment of the present application, in which the spiral inlays are all arc-shaped plates;

[0073] Fig.14 This is a structural schematic diagram of a reinforcing rod provided on the outer peripheral side of a hub assembly in one embodiment of the present application;

[0074] Fig.15 This is a schematic structural diagram of a wheel hub assembly in one embodiment of the present application in which a reinforcing rod is provided on the outer circumference and a chamfer is provided on the reinforcing rod;

[0075] Fig.16 It is a structural schematic diagram of a hub assembly in an embodiment of the present application in which a reinforcing rod is provided on the outer circumference side and the reinforcing rod is provided with a chamfer and a reinforcing groove;

[0076] Fig.17 It is a structural schematic diagram of an embodiment of the present application in which a reinforcing rod is arranged on the outer peripheral side of the hub assembly and the reinforcing rod is arranged obliquely;

[0077] Fig.18 This is a schematic diagram of the structure of a wheel in one embodiment of the present application;

[0078] Fig.19 It is a schematic diagram of a structural cross-section when the non-pneumatic tread of a wheel in an embodiment of the present application is a single-layer spiral inlay;

[0079] Fig. 20 It is a schematic diagram of a structural cross-section when the non-pneumatic tread of a wheel in an embodiment of the present application is a multi-layer spiral inlay;

[0080] Reference numerals:

[0081] 1000, non-pneumatic tread; 100, spiral inlay; 110, reinforcement; 200, hub assembly; 210, reinforcement rod; 300, spoke assembly. DETAILED DESCRIPTION

[0082] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0083] To solve the above technical problems, please refer to Figure 1-Figure 20As shown, the first aspect of the present application proposes a non-pneumatic tread 1000 with a spiral inlay 100, which can improve the support effect of the non-pneumatic tread 1000, improve the durability and strength of the non-pneumatic tread 1000, and ensure the service life of the non-pneumatic tread 1000.

[0084] Reference Figures 1 to 6 In some examples, the present application provides a non-pneumatic tread 1000 having a spiral inlay 100, the non-pneumatic tread 1000 comprising a spiral inlay 100 and a buffer body, wherein the spiral inlay 100 is embedded in the buffer body;

[0085] The spiral inlay 100 is a spiral structure formed by spirally winding a rod body with a cross section of an adaptive shape. The buffer body is coated on the outer peripheral side of the spiral inlay 100, or / and between the spiral inlays 100. The side of the spiral inlay 100 close to the outer peripheral side of the non-pneumatic tread 1000 is a spirally arranged support surface, and at least part of the support surface is an arc surface. The cross-sectional shape of the spiral inlay 100 on the outer peripheral side of the non-pneumatic tread 1000 is a straight line segment parallel to the axis of rotation, so that it can have a better bearing capacity and can better cooperate with the road surface. The outer section of the above-mentioned support surface can be parallel to the moving road surface. The above-mentioned parallelism is relative parallelism, and the error can be within 3°.

[0086] In addition, the straight line segment design on the outer peripheral side of the non-inflated tread 1000 in the cross-sectional shape of the spiral inlay can make the force between the inlay and the buffer body in the tire more uniform, ensure that the internal stress of the tire is not too concentrated, and improve the service life.

[0087] The above structure can improve the supporting effect of the non-pneumatic tread 1000 , improve the durability and strength of the non-pneumatic tread 1000 , and ensure the service life of the non-pneumatic tread 1000 .

[0088] Specifically, the spiral inlay 100 is embedded in the buffer body to form a unique combined structure. The spiral inlay 100 is a spiral structure formed by spirally winding a rod body with a cross-section of an adaptive shape. This structure enables the inlay to form a solid support in the buffer body.

[0089] The function of the buffer body is to cover and protect the spiral inlay 100, ensuring that it will not be easily damaged during use. The material of the buffer body usually has a certain elasticity and flexibility, which can absorb and disperse external impact force, thereby protecting the inlay from damage. In addition, the buffer body can also provide a certain buffering effect, making the non-pneumatic tread 1000 more stable and comfortable when contacting the road surface.

[0090] In the present application, the side of the spiral inlay 100 close to the outer circumference of the non-pneumatic tread 1000 is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better when in contact with the road surface, improving the grip and stability of the non-pneumatic tread 1000. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread 1000 maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above-mentioned spiral inlay 100 can have higher impact resistance.

[0091] The above structural design not only improves the supporting effect of the non-pneumatic tread 1000, but also significantly enhances the durability and strength of the non-pneumatic tread 1000. Through this unique structural design, the non-pneumatic tread 1000 can maintain good performance during heavy pressure and repeated use, thereby ensuring the service life of the non-pneumatic tread 1000. This design not only improves the performance of the non-pneumatic tread 1000, but also extends its service life and reduces the replacement frequency, which has high economic benefits and practicality.

[0092] For example, when the inlay is set to a circular cross-section, damage will occur in the test running mileage of the impact resistance test at about 700 kilometers. After replacing it with the spiral inlay 100, the test running mileage of the impact resistance test can reach more than 10,000 kilometers.

[0093] After the buffer body is coated on the outer peripheral side of the spiral inlay 100, or / and between the spiral inlays 100, different matching modes can be selected as needed, so as to adapt to the load requirements under different road environments. Specifically, the cross-sectional shape of the spiral inlay 100 is carefully designed to ensure that it can be tightly embedded in the buffer body to form a stable support structure. This design not only improves the overall strength of the non-pneumatic tread 1000, but also enables the non-pneumatic tread 1000 to better disperse stress when under pressure, thereby extending the service life of the non-pneumatic tread 1000.

[0094] Furthermore, the material selection of the buffer body is also crucial. It needs to have good elasticity and wear resistance so that it can effectively absorb energy when the non-pneumatic tread 1000 is impacted and protect the spiral inlay 100 from damage. At the same time, the buffer body can also fill the gaps between the spiral inlays 100, further enhancing the overall stability and load-bearing capacity of the non-pneumatic tread 1000.

[0095] Reference Figure 2, the cross-section of the spiral inlay 100 is a rectangle of a*b, where a is the width of the rectangle, 2mm≤a≤1 / 2 the crown height; b is the length of the rectangle, 5mm≤b≤the crown height. Taking the crown height of 30mm as an example, 1 / 2 the crown height is 15mm. The specific size is adapted according to the actual tire. The length of the rectangle can be set to be more than twice the width, for example, 2a≤b. Such a setting can make the spiral inlay 100 have a larger compression area, thereby achieving stronger impact resistance. The specific parameters are selected according to actual needs. When the spiral inlay 100 adopts different materials, a bunch of parameters can be appropriately adjusted to ensure the use effect of the spiral inlay 100. The cross-sectional shape of the spiral inlay is not limited to a rectangle. Any shape can have an circumscribed rectangular frame. The corresponding rectangular frame is a rectangle of a*b, and must satisfy a≤b.

[0096] Reference Figures 3 to 6 In some examples, the spiral inlay 100 is spirally wound for at least three turns; and a support structure is provided between parts of the spiral inlay 100 with different turns. The above structure can further ensure the support effect of the spiral inlay 100 on the non-pneumatic tread 1000, and the support structure can ensure the connection stability between the spiral inlay 100 and the buffer body, and ensure the overall strength of the non-pneumatic tread 1000. Through this design, the durability and safety of the tire can be effectively improved, so that it can maintain good performance under various complex road conditions.

[0097] The head or tail of the spiral inlay 100 can be extended as needed. For example, if the spiral inlay 100 is wound in three turns, the head or tail can be extended by at least a quarter turn, or even a half turn. The length can be selected according to the needs, which can further improve the supporting effect of the spiral inlay 100. After certain tests, a better extension range can be obtained.

[0098] In some examples, at least one corner of the spiral inlay 100 is provided with a chamfer or a rounded corner.

[0099] In the above structure, at least one corner position of the spiral inlay 100 is designed to have a chamfered or rounded corner. This design is to better deal with the problem of stress concentration. The spiral inlay 100 is part of the internal structure of the non-pneumatic tread 1000. Through this unique structural design, the phenomenon of stress concentration can be effectively reduced. In this way, the overall service life of the non-pneumatic tread 1000 is significantly improved. By setting chamfered or rounded corners at these corner positions, the force distribution of the non-pneumatic tread 1000 can be further optimized, thereby extending its service life. This design not only improves the durability of the non-pneumatic tread 1000, but also ensures its stability and reliability under various road conditions.

[0100] Reference Figures 3 to 6 In some examples, a plurality of reinforcing members 110 are disposed on the circumferential side of the spiral inlay 100 , and the reinforcing members 110 are simultaneously connected to different positions of the spiral inlay 100 , and each position corresponds to a number of spiral winding turns.

[0101] A plurality of reinforcements 110 are specially designed and arranged on the sides of the spiral inlays 100. The function of these reinforcements 110 is to significantly enhance the overall structural strength and stability of the inlays. These reinforcements 110 are cleverly connected to different parts of the spiral inlays 100, ensuring that the inlays can maintain their shape and function when subjected to pressure or impact. Each reinforcement 110 corresponds to a specific number of turns of the spiral winding on the inlay, thereby ensuring a perfect fit between the reinforcement 110 and the spiral structure. This design not only improves the mechanical properties of the inlay, but also ensures its reliability and durability in practical applications.

[0102] In some examples, the reinforcement members 110 are arranged in an annular array on the outer peripheral side of the spiral inlay 100;

[0103] Alternatively, the reinforcement members 110 are arranged in a circular array on the inner circumference of the spiral inlay 100;

[0104] Alternatively, the reinforcement members 110 are arranged in a circular array on the circumferential side of the spiral inlay 100 , and the reinforcement members 110 wrap the connecting portion of the spiral inlay 100 ;

[0105] Alternatively, the reinforcing members 110 are arranged in a circular array around the spiral inlay 100 , and the reinforcing members 110 are flexible structures and are interlaced and wound around the connecting portion of the spiral inlay 100 .

[0106] In some embodiments, the reinforcement member 110 may be arranged on the outer circumference of the spiral inlay 100 to provide additional support and stability. This arrangement helps to enhance the overall structural strength of the inlay, ensuring that it will not be easily deformed or damaged when subjected to external forces.

[0107] In addition, the reinforcements 110 can also be arranged in a circular array on the inner circumference of the spiral inlay 100. With this arrangement, the reinforcements 110 can be evenly distributed on the inner side of the inlay, thereby providing balanced support in all directions and further improving the bearing capacity of the inlay.

[0108] In addition, the reinforcing members 110 can also be arranged in a circular array around the spiral inlay 100, and especially wrap the connecting portion of the inlay. This design can not only enhance the structural strength of the inlay, but also protect the connecting portion from external impact and wear, thereby extending the service life of the inlay.

[0109] Furthermore, the reinforcing members 110 can also be arranged in a circular array around the spiral inlay 100, and in particular, a flexible structure is adopted. These flexible reinforcing members 110 can be interlaced and wound around the connecting part of the inlay to form a flexible protective layer. This design can not only provide the necessary support and protection, but also absorb and buffer the external impact force to a certain extent, thereby further improving the stability and durability of the inlay.

[0110] In some examples, the reinforcement member 110 is a rigid structure, and the reinforcement member 110 is connected to the spiral inlay 100 by at least one of bonding, welding, clamping, and hoop connection;

[0111] Alternatively, the reinforcing member 110 is a flexible structure, and the reinforcing member 110 is connected to the spiral inlay 100 by at least one of winding, hoop connection, and clamping.

[0112] The buffer body is a rubber buffer body made of rubber material to improve the elasticity and wear resistance of the buffer body to adapt to the impact and wear under different road conditions.

[0113] The reinforcement member 110 is designed as a component with a rigid structure. The rigid reinforcement member 110 is fixed to the spiral inlay 100 by at least one connection method, including but not limited to bonding, welding, clamping and hoop connection. In this way, the rigid reinforcement member 110 can effectively enhance the stability and load-bearing capacity of the overall structure.

[0114] In addition, in some cases, the reinforcing member 110 may be designed with a flexible structure. The connection between the flexible reinforcing member 110 and the spiral inlay 100 includes at least one or more of winding, hoop connection and clamping. Through these connection methods, the flexible reinforcing member 110 can provide additional flexibility and adaptability, so that it can better disperse stress and reduce local damage when subjected to external force.

[0115] As for the buffer body, it is a rubber buffer body made of rubber material. The choice of rubber material is to improve the elasticity and wear resistance of the buffer body, so that it can better adapt to the impact and wear under various road conditions. This design enables the buffer body to effectively absorb and disperse energy when facing complex road conditions, thereby protecting the overall structure from damage caused by excessive impact and wear.

[0116] In some examples, the non-pneumatic tread 1000 further includes at least one wear-resistant layer, which is located outside the spiral inlay 100 to improve the overall wear resistance of the non-pneumatic tread 1000 .

[0117] The non-pneumatic tread 1000 not only includes a basic structure, but is also additionally equipped with at least one wear-resistant layer. The wear-resistant layer is designed to be located at the outer portion of the spiral inlay 100. Through this design, the wear resistance of the entire non-pneumatic tread 1000 can be significantly improved, thereby extending its service life and improving its performance under various road conditions.

[0118] In some examples, at least one anti-stripping layer is disposed between the buffer body and the spiral inlay 100 to enhance the connection stability between the buffer body and the spiral inlay 100 .

[0119] In order to further improve the stability and reliability of the overall structure, one or more anti-stripping layers are specially provided between the buffer body and the spiral inlay 100. The function of these anti-stripping layers is to significantly enhance the connection stability between the buffer body and the spiral inlay 100, ensuring that they will not accidentally detach or loosen under various working conditions and external stresses. Through this design, equipment failure or performance degradation caused by loose connection can be effectively prevented, thereby improving the operating efficiency and service life of the entire system.

[0120] Reference Figures 7 to 11 In some examples, the cross-sectional shape of the spiral inlay 100 is one of a rectangle, a trapezoid, a hexagon, an octagon and an irregular shape, or a combination of at least two shapes; wherein the irregular shape is a shape where the edges close to the outer peripheral side of the non-inflated tread 1000 are straight edges, polygons, or even arcs.

[0121] This diverse cross-sectional shape design not only enhances the structural strength of the spiral inlay 100, but also optimizes its fit with other parts of the non-pneumatic tread 1000. For example, rectangular and trapezoidal cross-sections can provide a better fit, increase the contact area between the spiral inlay 100 and the non-pneumatic tread 1000 material, and thus improve the overall connection stability. Hexagonal and octagonal cross-sections can reduce the use of materials while ensuring strength, achieving the purpose of lightweight design. As for the special-shaped cross-section, its unique shape design enables the spiral inlay 100 to better adapt to the curve changes of the non-pneumatic tread 1000, especially on the outer peripheral side of the non-pneumatic tread 1000, the shape transition from straight edges and angles to arcs is smoother, which helps to reduce noise and vibration during driving and improve driving comfort.

[0122] In addition, the selectivity of this cross-sectional shape also provides more possibilities for customized design of tires. According to different usage scenarios and requirements, the most suitable cross-sectional shape or combination can be selected to achieve the best performance. For example, in situations where higher wear resistance and stability are required, a rectangular or trapezoidal cross-section can be selected; in situations where lightweight and energy-saving are pursued, a hexagonal or octagonal cross-section is more suitable.

[0123] The cross-sectional shape of the spiral inlay 100 can present a variety of different geometric forms, including but not limited to polygons such as rectangles, trapezoids, hexagons, octagons, and various irregular shapes. The polygon is not limited to the above examples, and can also be other types of polygons. These shapes can exist alone or in a combination of two or more, thereby forming a unique spiral inlay 100 structure. The irregular shape can include a structural shape with a square middle and arc-shaped sides.

[0124] In particular, when set as special-shaped, it refers to those with specially designed shapes, which generally have a characteristic that their edges close to the outer peripheral side of the tire non-pneumatic tread 1000 are straight. This design not only increases the diversity of the inlay, but also may bring specific functional advantages in practical applications.

[0125] The above-mentioned diverse cross-sectional shape design not only enhances the structural strength of the spiral inlay 100, but also optimizes its contact area and contact mode with the non-pneumatic tread 1000 and the road surface. The rectangular cross section provides a stable support surface, the trapezoidal cross section helps to guide vibration and reduce tire noise, and the hexagonal and octagonal cross sections can further enhance the inlay's ability to resist deformation. The special-shaped design, especially the straight segment shape close to the outer peripheral side of the non-pneumatic tread 1000, not only ensures the close integration of the inlay and the non-pneumatic tread 1000, but also improves the relative support strength to the road surface during driving, thereby improving the stability of the vehicle. By selecting a suitable cross-sectional shape or shape combination, a spiral inlay 100 with optimal performance can be customized according to different vehicle types, driving conditions and usage requirements.

[0126] In some examples, in the direction from the inner circumference of the non-pneumatic tread 1000 toward the outer circumference, the spiral inlay 100 is provided with at least one layer. When the spiral inlay 100 has two or more layers, two adjacent layers of the spiral inlay 100 are arranged at intervals.

[0127] The design of this multi-layer spiral inlay 100 not only further enhances the structural strength of the non-pneumatic tread 1000, but also improves the overall durability of the tire. Each layer of spiral inlay 100 bears a part of the support performance. For example, the spiral inlay 100 close to the inner circumference is mainly responsible for supporting and dispersing the pressure on the tire, while the spiral inlay 100 close to the outer circumference is more involved in the contact and friction with the road surface, improving the grip and driving stability. The spacing between two adjacent layers of spiral inlay 100 not only ensures the independence of their respective functions, but also avoids mutual interference, so that the performance of the entire tire can be optimized. At the same time, this multi-layer design also provides more possibilities for tire customization. According to different usage scenarios and needs, the number of layers, materials, cross-sectional shapes and other parameters of the spiral inlay 100 can be adjusted to achieve the best driving effect.

[0128] Reference Fig.12 and Fig.13 In some examples, the non-pneumatic tread 1000 includes a tread crown and two tread shoulders, the tread crown is a portion of the non-pneumatic tread 1000 that can contact the road surface, and the two tread shoulders are respectively located on both sides of the tread crown;

[0129] The portion of the spiral inlay 100 adapted to the tire crown is a flat plate, and the portion of the spiral inlay 100 close to or embedded in the tire shoulder is a flat plate or an arc-shaped plate;

[0130] Alternatively, the spiral inlay 100 is an entire arc-shaped plate, and the arc-shaped plate in some areas has different curvatures.

[0131] This non-pneumatic tread 1000 design further improves the adaptability and performance of the tire. The crown is the main part of the tire that directly contacts the road surface, and its shape and flatness have a direct impact on the driving effect and wear of the tire. By designing the part of the spiral inlay 100 that adapts to the crown as a flat plate, the spiral inlay 100 can be stably supported in the crown area, reducing wear caused by uneven roads or tire deformation. At the same time, the flat plate design also makes it easier to install and fix the spiral inlay 100 in the crown area, thereby improving production efficiency.

[0132] The shoulder, as the two side parts of the tire, will also be subjected to certain pressure and wear during driving. The part of the spiral inlay 100 close to or embedded in the shoulder is set as a flat plate or a curved plate, which can be optimized according to the specific shape and stress of the shoulder. The flat plate design can provide stable support, while the curved plate design can better adapt to the curved surface shape of the shoulder, reducing wear and performance degradation caused by shape mismatch.

[0133] In addition, the spiral inlay 100 can be designed as a curved plate as a whole, and the curvature of different regions can be adjusted as needed, which can further improve the adaptability and performance of the tire. This design can make the spiral inlay 100 better fit the overall shape of the tire, reducing stress concentration and wear caused by shape mismatch. At the same time, the curvature of different regions can also be adjusted according to the use scenario and needs of the tire to achieve the best driving effect and durability.

[0134] The arc-shaped plate in the above structure can have higher strength and deformation resistance, further improving the stability of the tire.

[0135] In some examples, at least two layers of spiral inlays 100 are embedded in the buffer body, and a rubber layer is filled between two adjacent layers of spiral inlays 100 .

[0136] This multi-layer embedded design not only enhances the structural strength of the non-pneumatic tread 1000, but also improves its grip and stability on complex road conditions. The filling of the rubber layer plays a good role in shock absorption and buffering, further improving driving comfort and safety. Through these designs, the wheel can better adapt to various road conditions and provide drivers with a more stable and safe driving experience.

[0137] After the interior of the above-mentioned buffer body is designed to accommodate at least two layers of spiral inlays 100, these inlays can be arranged in order, so that a gap to be filled is formed between two adjacent layers of spiral inlays 100, and these gaps are filled with additional rubber layers. The specific process can be achieved by combining multiple materials by two-color injection molding or other composite processes. Such a design not only enhances the overall structural strength of the non-pneumatic tread 1000, but also further improves the buffering performance and service life of the tire through the elastic characteristics of the rubber layer.

[0138] The above-mentioned design not only increases the structural strength of the non-pneumatic tread 1000, but also improves the shock absorption and cushioning performance of the entire non-pneumatic tread 1000 through the filling of the rubber layer. The rubber layer has good elasticity and shock absorption capacity, and can effectively absorb and disperse the impact force and vibration transmitted from the road surface, thereby improving driving comfort and safety.

[0139] The rubber layer between two adjacent spiral inlays 100 forms tiny elastic units, which work together to enable the non-pneumatic tread 1000 to maintain stable performance and performance under various complex road conditions.

[0140] In some examples, the hardness of the rubber layer is greater than the hardness of the buffer body.

[0141] This design of hardness difference helps to further improve the performance of the tire. The harder rubber layer can provide better support and stability, while the relatively softer buffer body can better absorb and disperse the impact force. The two work together to enable the tire to maintain stable handling and provide a comfortable riding experience during driving. In addition, the hardness of the rubber layer is greater than the hardness of the buffer body, which can effectively prevent the non-pneumatic tread 1000 from excessive deformation after long-term use, thereby extending the service life of the tire.

[0142] The hardness of the rubber layer is designed to be higher than that of the buffer in order to optimize the performance of the non-pneumatic tread 1000. This difference in hardness ensures that while the buffer absorbs impact, the rubber layer can provide sufficient support and stability, thereby extending the service life of the tire and improving its performance in various road conditions.

[0143] In a second aspect, the embodiment of the present application provides a wheel, comprising a hub assembly 200, a spoke assembly 300 and a non-pneumatic tread 1000, wherein the non-pneumatic tread 1000 is the non-pneumatic tread 1000 with the spiral inlay 100. The hub assembly 200 is mounted on a vehicle; the spoke assembly 300 is mounted on the outer peripheral side of the hub assembly 200; and the non-pneumatic tread 1000 is mounted on the outer peripheral side of the spoke assembly 300.

[0144] The wheel with the above-mentioned non-pneumatic tread 1000 can improve the supporting effect of the non-pneumatic tread 1000, improve the durability and strength of the non-pneumatic tread 1000, and ensure the service life of the non-pneumatic tread 1000. Specifically, the side of the spiral inlay 100 close to the outer peripheral side of the non-pneumatic tread 1000 is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better when in contact with the road surface, and improves the grip and stability of the non-pneumatic tread 1000. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread 1000 maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above-mentioned spiral inlay 100 can have higher impact resistance.

[0145] Reference Figures 14 to 17 A certain number of reinforcing rods 210 may be provided on the outer peripheral side of the hub assembly 200. The reinforcing rods 210 may be rod-shaped structures parallel to the rotation axis or rod-shaped structures arranged at an angle to the rotation axis, and may be arranged specifically as required. The connection stability between the hub assembly 200 and the spoke assembly 300 may be improved.

[0146] Chamfers or rounded corners may be provided on the reinforcing rod 210 as needed, or reinforcing grooves may be provided on the reinforcing rod 210 . Such an arrangement may further improve the connection stability between the hub assembly 200 and the spoke assembly 300 .

[0147] Reference Figures 18 to 20 In the embodiments of the present application, a new wheel design is proposed. The wheel includes three main components: a hub assembly 200, a spoke assembly 300 and a non-pneumatic tread 1000. In particular, the non-pneumatic tread 1000 of the wheel adopts a unique design with a spiral inlay 100. The hub assembly 200 is the core part of the wheel and is used to be installed at a corresponding position of the vehicle. The spoke assembly 300 is fixedly installed on the outer peripheral side of the hub assembly 200, playing an important role in connecting the hub and the non-pneumatic tread 1000. Finally, the non-pneumatic tread 1000 portion is installed on the outer peripheral side of the spoke assembly 300 to ensure contact with the road surface and provide the necessary friction and support. This design not only improves the overall performance of the wheel, but also enhances its durability and safety.

[0148] The tire force bearing mode can be set to two bottom load-bearing modes and a top load-bearing mode. Traditional pneumatic tires and solid tires are both bottom load-bearing modes, that is, the load is transmitted to the road surface through the elastomer on the sidewall or the bottom; the tire force bearing principle of the top load-bearing mode is that the non-pneumatic tread 1000 of the tire has a support ring, the spokes are flexible, and the flexible spokes are circumferentially distributed in the support ring. The load is suspended on the support ring through the flexible spokes distributed on the top, and the bottom flexible spokes only play a role of easy bending and deformation, and do not play a major supporting force role.

[0149] Specifically, the non-pneumatic tire in the present application is a top-loaded tire with a rigid outer ring. During driving, the load of the tire is mainly borne by the rigid outer ring. The non-pneumatic tire also includes spokes, which include spokes with traction capabilities, referred to as traction units. When the tire is under pressure, the traction unit at the relatively upper side will be stretched and generate tensile force, and the traction unit at the relatively lower side will be compressed. Since the spokes themselves do not have supporting force, the force on the wheel hub will be transmitted to the upper side of the outer ring through the upper traction unit, and the rigid characteristics of the outer ring will then transmit the force to the position below the outer ring in contact with the road surface.

[0150] In a third aspect, an embodiment of the present application provides a vehicle, comprising the above-mentioned wheel and a vehicle body, wherein the wheel is mounted on the vehicle body, thereby ensuring the overall stability and driving performance of the vehicle.

[0151] The vehicle with the above-mentioned wheel can improve the supporting effect of the non-pneumatic tread 1000, improve the durability and strength of the non-pneumatic tread 1000, and ensure the service life of the non-pneumatic tread 1000. Specifically, the side of the spiral inlay 100 close to the outer peripheral side of the non-pneumatic tread 1000 is designed as a spirally arranged support surface. The design of this support surface makes the inlay fit better when in contact with the road surface, and improves the grip and stability of the non-pneumatic tread 1000. At the same time, the outer section of the support surface is parallel to the moving road surface, ensuring that the non-pneumatic tread 1000 maintains a good contact state with the road surface during rolling, thereby improving the driving stability and controllability. In addition, the above-mentioned spiral inlay 100 can have higher impact resistance.

[0152] The non-pneumatic tread 1000 with the spiral inlay 100 according to the embodiment of the present application is designed to improve driving safety. Specifically, the outer surface of the non-pneumatic tread 1000 is designed with drainage grooves, which can effectively drain the accumulated water generated when the non-pneumatic tread 1000 contacts the road surface, thereby reducing skidding and ensuring the driving stability of the vehicle under various road conditions.

[0153] In addition, the non-pneumatic tread 1000 with the spiral inlay 100 is applicable to a variety of vehicles, including but not limited to passenger cars, commercial vehicles, motorcycles, etc., to meet the use requirements of different vehicles. This versatility makes the non-pneumatic tread 1000 more widely used in the market.

[0154] In terms of manufacturing process, the manufacturing process of the non-pneumatic tread 1000 with spiral inlay 100 includes but is not limited to injection molding, hot pressing molding, etc. These manufacturing processes can ensure the structural stability and durability of the non-pneumatic tread 1000, thereby extending the service life of the non-pneumatic tread 1000 and improving the overall performance of the vehicle.

[0155] In general, the wheel and vehicle provided in the embodiments of the present application significantly improve driving safety, meet the use requirements of different vehicles, and ensure the structural stability and durability of the non-pneumatic tread 1000 through optimization of the design and manufacturing process of the non-pneumatic tread 1000 with the spiral inlay 100.

[0156] The present application discloses a non-pneumatic tread 1000 with an inlay. The non-pneumatic tread 1000 is easy and quick to install and can be easily and quickly replaced with an existing tire without any special tools or equipment. This design makes it more convenient for users to replace tires, greatly saving time and energy.

[0157] The maintenance and upkeep of the Non-Pneumatic Tread 1000 is very simple. Users can check and replace it regularly according to their usage to ensure that the Non-Pneumatic Tread 1000 always maintains optimal performance. This design allows users to easily perform daily maintenance and extend the service life of the Non-Pneumatic Tread 1000.

[0158] The production process of the non-pneumatic tread 1000 strictly follows environmental protection standards and uses harmless materials to ensure that the impact on the environment during production and use is minimized. This environmentally friendly design concept not only protects the environment, but also meets the requirements of modern society for sustainable development.

[0159] The surface treatment of the non-pneumatic tread 1000 includes anti-ultraviolet and anti-oxidation treatment to extend the service life and maintain the performance of the non-pneumatic tread 1000. This surface treatment technology effectively improves the durability of the non-pneumatic tread 1000, so that it can maintain good performance in various harsh environments.

[0160] The structural design of the non-pneumatic tread 1000 allows for refurbishment after wear, thereby extending the overall service life of the tire. This design not only increases the service life of the non-pneumatic tread 1000, but also reduces the cost of use for users.

[0161] The size and shape of the non-pneumatic tread 1000 can be adapted to wheels of different sizes and types, providing a wide range of applicability. This design enables the non-pneumatic tread 1000 to be applicable to various types of vehicles to meet the needs of different users.

[0162] Advanced computer-aided design technology is used in the manufacturing process of the Non-Pneumatic Tread 1000 to ensure accuracy and consistency. This advanced manufacturing technology makes the production of the Non-Pneumatic Tread 1000 more efficient and the quality more consistent.

[0163] The performance of the Non-Pneumatic Tread 1000 has been rigorously tested, including durability testing, tear resistance testing, and high-speed driving stability testing, to ensure reliability in a variety of extreme conditions. This comprehensive testing ensures the performance of the Non-Pneumatic Tread 1000 in a variety of harsh environments.

[0164] The use of the non-pneumatic tread 1000 reduces the friction between the tire and the road, thereby reducing the fuel consumption of the vehicle and contributing to energy conservation and emission reduction. This design not only improves fuel efficiency but also reduces environmental pollution.

[0165] The design concept of the non-pneumatic tread 1000 is to improve driving safety and reduce the occurrence of traffic accidents through optimized grip and stability. This design concept makes the non-pneumatic tread 1000 play an important role in improving driving safety.

[0166] A plurality of reinforcing members 110 are arranged around the spiral inlay 100, and the reinforcing members 110 are simultaneously connected to different positions of the spiral inlay 100, and each position corresponds to a number of spiral windings. This design makes the inlay more firmly fixed in the non-pneumatic tread 1000, and improves the overall strength of the non-pneumatic tread 1000.

[0167] The non-pneumatic tread 1000 is mounted on the outer circumference of the spoke assembly 300, and the inner circumference of the spoke assembly 300 is mounted on the wheel hub, and the outer circumference of the wheel hub is provided with a reinforcing rod 210 parallel to the rotation axis. This design makes the connection between the non-pneumatic tread 1000 and the wheel hub more stable, and improves the overall performance of the tire.

[0168] The material selection of the reinforcement member 110 has high strength and light weight characteristics to ensure sufficient support without adding extra weight. This material selection enables the non-pneumatic tread 1000 to have sufficient strength and stability while maintaining lightness.

[0169] The material of the reinforcing rod 210 is high-strength alloy steel, and its design can withstand the centrifugal force generated during high-speed rotation while maintaining the stability of the structure. The selection of this material enables the reinforcing rod 210 to remain stable during high-speed rotation, thereby ensuring the safety of the tire.

[0170] The reinforcing member 110 and the spiral inlay 100 are connected by welding, and the welding part is subjected to stress relief treatment to ensure the firmness and durability of the connection. This welding technology makes the connection between the reinforcing member 110 and the inlay more firm, and improves the overall strength of the non-pneumatic tread 1000.

[0171] The spoke assembly 300 is designed to be streamlined in shape to reduce air resistance and improve the performance of the tire when running at high speed. This streamlined design makes the tire more stable when running at high speed and improves the driving performance.

[0172] The material of the non-pneumatic tread 1000 is a rubber mixture with high wear resistance, which ensures the close combination of the inlay and the non-pneumatic tread 1000. This material selection makes the non-pneumatic tread 1000 excellent in wear resistance and prolongs the service life.

[0173] The arrangement of the spiral inlay 100 is optimized to improve the tire's grip and stability under different road conditions. This optimized arrangement enables the tire to maintain good grip and stability under various road conditions.

[0174] The design of the present application is particularly suitable for heavy vehicles, such as trucks and engineering vehicles, to enhance their driving performance under complex road conditions. This design enables heavy vehicles to maintain good driving performance under complex road conditions.

[0175] The spiral inlays 100 are in a spirally wound shape with a rectangular cross section. The spiral inlays 100 are cleverly embedded in the non-pneumatic tread 1000 of the tire. Specifically, the design of the non-pneumatic tread 1000 of the tire including the spiral inlays 100 not only improves the overall performance of the tire, but also enhances its grip and stability under various road conditions. Through this innovative inlay structure, the tire can better disperse pressure during driving, thereby extending its service life and providing better traction on slippery roads. In addition, the design of the spiral inlays 100 can also effectively reduce noise and improve driving comfort.

[0176] In general, the non-pneumatic tread 1000 with the spiral inlay 100 has significant advantages in improving safety and driving experience.

[0177] The design of the spiral inlay 100 of the non-pneumatic tread 1000 also takes into account the drainage performance of the tire. By optimizing the spacing and arrangement of the inlays, the accumulated water generated when the tire contacts the road surface can be effectively discharged, reducing the occurrence of hydroplaning, thereby improving the driving safety on rainy days or slippery roads. This design greatly improves the driving safety of the tire on rainy days or slippery roads.

[0178] During the manufacturing process, the inlay is combined with the non-pneumatic tread 1000 using a special bonding technology to ensure the firmness of the inlay during long-term use. Even under extreme temperature changes and heavy load conditions, the inlay is not easy to fall off or damage. This bonding technology makes the inlay more stable during use and extends the service life of the non-pneumatic tread 1000.

[0179] In addition, the tire design also takes environmental factors into consideration, using recyclable materials to reduce the impact on the environment, which meets the requirements of the modern automobile industry for sustainable development. This environmentally friendly design concept makes the tire more environmentally friendly during use, which meets the requirements of modern society for sustainable development.

[0180] The same or similar numbers in the drawings of this embodiment correspond to the same or similar parts; in the description of this application, it should be understood that if the terms "upper", "lower", "left", "right", etc. indicate an orientation or position relationship based on the orientation or position relationship shown in the drawings, it is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0181] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A non-pneumatic tread with a spiral inlay, characterized in that: The non-pneumatic tread comprises the spiral inlay and a buffer body, wherein the spiral inlay is embedded in the buffer body; The spiral inlay is a spiral structure formed by spirally winding a rod body with a matching cross-section. The buffer body is coated on the outer peripheral side of the spiral inlay, or / and between the spiral inlays. The side of the spiral inlay close to the outer peripheral side of the non-pneumatic tread is a spirally arranged support surface, and at least part of the support surface is a curved surface. The cross-sectional shape of the spiral inlay, the portion located on the outer peripheral side of the non-pneumatic tread is a straight line segment parallel to the axis of rotation.

2. The non-pneumatic tread with spiral inlay according to claim 1, characterized in that: The cross-sectional shape of the spiral inlay is one of a rectangle, a trapezoid, a hexagon, an octagon and a special shape, or a combination of at least two of the shapes; The irregular shape is a shape where the edges close to the outer peripheral side of the non-inflated tread are straight edges, polygonal edges, or even arc shapes.

3. The non-pneumatic tread with spiral inlay according to claim 1, characterized in that: In the direction from the inner circumference of the non-pneumatic tread to the outer circumference, the spiral inlay is provided with at least one layer. When the spiral inlay has two or more layers, two adjacent layers of the spiral inlay are arranged at intervals.

4. The non-pneumatic tread with spiral inlay according to claim 1, characterized in that: The non-pneumatic tread comprises a tread crown and two tread shoulders, wherein the tread crown is a portion of the non-pneumatic tread that can contact the road surface, and the two tread shoulders are respectively located on both sides of the tread crown; The portion of the spiral inlay that matches the tread crown is a flat plate, and the portion of the spiral inlay that is close to or embedded in the tread shoulder is a flat plate or an arc plate; Alternatively, the spiral inlay is an arc-shaped plate as a whole, and the arc-shaped plate in some areas has different bending curvatures.

5. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that Each of the spiral inlays is spirally wound at least three times; Furthermore, a supporting structure is provided between parts with different numbers of turns in the spiral inlay.

6. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that The cross section of the spiral inlay is a rectangle of a*b, where a is the width of the rectangle, 2mm≤a≤1 / 2 of the crown height; b is the length of the rectangle, 5mm≤b≤the crown height, and 2a≤b.

7. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that A plurality of reinforcing members are arranged on the circumference of the spiral inlay, and the reinforcing members are simultaneously connected to different positions of the spiral inlay, and each position corresponds to a number of turns of the spiral winding.

8. The non-pneumatic tread with spiral inlay according to claim 7, characterized in that: The reinforcement members are arranged in a circular array on the outer peripheral side of the spiral inlay; Alternatively, the reinforcements are arranged in a circular array on the inner circumference of the spiral inlay; Alternatively, the reinforcing members are arranged in a circular array on the circumference of the spiral inlay, and the reinforcing members wrap the connecting portion of the spiral inlay; Alternatively, the reinforcing members are arranged in a circular array on the circumference of the spiral inlay, and the reinforcing members are flexible structures and are interlaced and wound around the connecting part of the spiral inlay.

9. The non-pneumatic tread with spiral inlay according to claim 7, characterized in that: The reinforcement is a rigid structure, and the reinforcement is connected to the spiral inlay by at least one of bonding, welding, clamping, and hoop connection; Alternatively, the reinforcement is a flexible structure, and the reinforcement is connected to the spiral inlay by at least one of winding, hoop connection, and clamping.

10. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that The non-pneumatic tread further comprises at least one wear-resistant layer, and the wear-resistant layer is located on the outside of the spiral inlay.

11. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that At least one anti-stripping layer is provided between the buffer body and the spiral inlay to enhance the connection stability between the buffer body and the spiral inlay.

12. The non-pneumatic tread with spiral inlay according to any one of claims 1 to 4, characterized in that A rubber layer is filled between two adjacent layers of the spiral inlays.

13. The non-pneumatic tread with spiral inlay according to claim 12, characterized in that: The hardness of the rubber layer is greater than the hardness of the buffer body.

14. A wheel, characterized in that: include: A wheel hub assembly, mounted on a vehicle; a spoke assembly mounted on the outer peripheral side of the hub assembly; and The non-pneumatic tread with spiral inlay according to any one of claims 1 to 13, wherein the non-pneumatic tread is mounted on the outer peripheral side of the spoke assembly.

15. A vehicle, characterized in that: include: The wheel as claimed in claim 14; and, A vehicle body, wherein the wheels are mounted on the vehicle body.

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